DETROIT — The Stingray is back, in name and in spirit.
At an invitation-only gathering hours before the North American International Auto Show was scheduled to open for press previews, General Motors introduced the 2014 Corvette, the seventh generation of Chevrolet’s hallmark sports car.
Underscoring the importance of this vehicle was Chevrolet’s revival of the long-dormant Stingray badge, a name it first used on a 1959 racecar built by G.M.’s design chief, Bill Mitchell. The hope for that original Stingray racecar was to beat Europe’s best, and G.M. still seems to be thinking along those lines.
According to G.M.’s president for North America, Mark Reuss, the latest Stingray is a potential worldbeater.
“Like the ’63 Sting Ray, the best Corvettes embodied performance leadership, delivering cutting-edge technologies, breathtaking design and awe-inspiring driving experiences,” Mr. Reuss said. “The all-new Corvette goes farther than ever, thanks to today’s advancements in design technology and engineering.”
The release of a new Corvette is always highly anticipated by auto enthusiasts; speculation about “C7″ — shorthand for the seventh generation — has run high. Would it get a twin-cam turbocharged powertrain? Would Chevy switch to an exotic midengine chassis?
In actuality, the 2014 model will again have a pushrod V-8 engine in its nose, driving the rear wheels. That conservative approach might be seen as a timid compromise from a company that has just begun to get back on solid financial footing. But the front-engine, rear-drive layout has long defined the Corvette, and this car, like its C6 predecessor, may well show its taillights to cars with specs that more closely conform to what is considered state of the art.
While automakers are quick to toss around the words “all new” to describe their latest offerings, however warmed over they might be, in this case the term is justified — the 2014 Corvette shares only two parts with its predecessor.
The C7 Corvette’s styling is in keeping with the brand’s persona, yet it projects a more aggressive image than previous generations. The clean front fascia is devoid of parking lights, and is energized by a sharp edge where it meets the hood, which is itself defined by a prominent bulge and more hard edges. The curve of the front fenders peaks at yet another edge that blends seamlessly into the body side at the A-pillar. The body’s flanks are defined by character lines that race back from vents behind the front wheel, not unlike those of previous Corvettes, but here those lines are more sharply drawn, with the upper line sweeping up and back to define the shape of the rear quarter panel. The lower character line projects from the body, forming a wing of sorts that flows out of the front fender and terminates at the rear of the door. The coupe’s roofline arcs smoothly to meet the rear spoiler, rather than terminating at the rear window, as in the C6. The individual rear taillights that have long been a part of Corvette design are now paired in a deep recess on each side. Four large exhaust pipes exit center-stage, rear.
The sheet-molded fiberglass body, with carbon-fiber hood and roof panels and carbon-nano composite underbody panels, is 37 pounds lighter than the C6’s body. It rides on a new aluminum frame that is 57 percent stiffer and 99 pounds lighter than the current model’s. The wheelbase is about one inch longer than that of the C6, and the track is almost an inch wider — changes said to provide a more stable feel at high speed.
Inside the cockpit, considerable effort was lavished on upgrading what has generally been considered a blighted zone. Optional carbon fiber trim and real aluminum combine with plastic in a wraparound configuration. The steering wheel, with a 14.1 inch diameter, is smaller than that of the previous model, and two seat choices are offered, with the competition sport version providing more side bolstering to hold occupants in place in spirited maneuvers. Indicative of the car’s purpose is the inclusion of a console-mounted steel grab bar for the passenger.
Under the hood, Chevrolet’s 6.2-liter small block V-8 — now in its fifth-generation design — produces an estimated 450 horsepower and 450 pound-feet of torque. At low speed, torque output exceeds that of the previous 6.2-liter engine by 50 pound-feet. The engine shares few parts with prior Corvette V-8s and is fitted with direct fuel injection that, in combination with other refinements, enables a high compression ratio of 11.5:1. Active Fuel Management, G.M.’s system for deactivating cylinders when they are not needed, lets the car cruise on four cylinders in some driving modes. Final fuel-economy numbers are not yet available.
Two transaxles will be offered: a 6-speed automatic with paddle-shift mode or a 7-speed manual with rev-matching capability — an electronic version of the heel-and-toe shifting techniques that competition drivers employ to enable smooth gear changes when negotiating twisty bits.
The Corvette driver will be able to select from among five driving modes: weather, Eco, Tour, Sport and Track; the default setting will be Tour. Changing modes alters 12 vehicle attributes, including throttle response, shift points, engagement of the limited-slip differential engagement, shock damping and more. Four-piston Brembo brakes provide stopping power, and electric power steering sets the course.
An optional Z51 performance package adds an electronic limited-slip differential that can continuously vary torque split between the rear wheels, dry-sump oiling, upgraded shock absorbers, a revised version of the automaker’s Magnetic Ride Control suspension-regulating system, close-ratio gears for the manual transmission, larger brake rotors and aerodynamic refinements that incorporate air-flow management for cooling of heat-stressed components.
Like its predecessor, the 2014 Corvette Stingray will be built at a G.M. plant in Bowling Green, Ky. The car is expected to arrive at dealerships in the third quarter of this year.
